Control apparatus



" Control Apparatus, of which the following braking circuits arecompleted.

ii atented Feb. 13, E923.

KARL A. sitar ion. sane-swoon rnlvnsrnvnnre, essrenonf'ro WESTING- i-ronsr. minors-re & MANUFACTURING- ooivrrnn'r; egoonronerron orrnnnsrn,

vAN -e,

oon'rnor. errnne'rus.

Application filed November 3, 1919. Serial No. 335,477.'

OZ] whom iii may concern: a 7

it known that I, linen A. SnrnroN, a

citizen of the United States, and a resident 1'? Edgewood Park, in the county oi Alle- I w j w v & ieny and State of l ennsylvania, havein- .ented a new and useful Improvement in specification.

My invention relates to control apparatus.- to emergency-brake means,

and particularly for use in connection with electric-railway vehicles and'the like.

In theinterests of safet-y,'various' schemes have been proposed in the past to provide crergenoy-hrake means "for railway vehicles ease the usual source of power failed for any reason. For instance, various emergency braking systems dependent'upon air pressure have been offered in order toinsure the necessary failure of? stu'iply-circuit voltage. proved system is set forth in a copending application of- Bindrew H. No. 260,308, signed to the ui'acturing Company. In this application, an explosive charge is employed as an ulti mate braking means, whereby a control drumis actuated into such a position that dynamic 4 One ob ect or my present invention is to provide a more direct-acting ultimate emergency braking system, whereby the effect of the explosive charge is conveyed directly to cylinder, and the interruption o'f the com munication or" the brake-cylinder with the usual air-braking system, allby one .move

a Fluid-tight pr .ssure or combustion. chamment of a train operator, whereby the emergency braking action may be rapidly effected without requiring any special thought upon the emergency braking apparatus before braking efi'ect in theevent of a i An im- Candee, Serial. iiled October 30, 1918, and as- W es'tinghOLise Electric & Man

ower may-be re-suppliedtothe motors. Intliis way, available. 1

r invention may best be understood. by r ence. to the accompanying drawing,

wherein Fig. l is a semi-diagrammatic View;

of a portion of a pneumatic-brakingsystem 1 to which my invention is applied, andJFi is an. enlarged1 sectional view of a valve means that is shown in the apparatusjof Referring. to the: drawing,- the. structure here shown comprisesia brake-cylinder device 'l for actuating a suitable brake-rig- 2, and also an emergency braking device 3 which may. be rendered operative through; the agency of a remote-control actung; apparatus l, together witha portion 7 I car-motor governing system 5.

it will be understoodthat my presentinthe added safety feature is always tion may be readilyapplied to any exist as coinprisingpa suitable casing oncylinder 6, together with. aco operating piston 7 and the customary biasing spring whereby the (3d1'-b11-l GS are normally released. The piston rod 9 is operativelyconnected to a link J10, wnich'is associatedln a. familiar manner with a pluralityv of bral-:erod: l1 tov which thehralteshoes (not shown) are attached.

f.'vdelivery pipe or passage 12 is: normally placed in communication with atluid-supplypipe through the agencynof athree-way transfer va-lvel l, a sectional view of which is shown in 'Fig. 2. The pipe 13 is connected with the engineers valveor distributing: valve, in accordance with any well known practice whereby the brake-cylinder apparatus 1 normally communicates with the remainder. of the usual bral'iing system to permit the customary air-braking: operation oi the vehicle. v

The emergency braking device 3 (JOlDIH'lSGS her 15, which communicateswitli the trans flier valve 1 by means of a pipe or passage i6. Referring to the sectio'nal view ofFig.

2. it will be seen 'that, normally,theJrota-ti able valve-member or cyhnder 17 occupies a position, a, to effect communication between lOO . in any COllX EDlGIlt manner. tiring mechanism whereby the desired normal operation of the air-braking systenrmay be effected. however, upon the rotation of the valve cylinder 1'7 intoits other operative'position Z), such shell has its discharge end located within the, pressure chamber 15, and a suitable tiring mechanism 21 is placed in proper relation to the cartridge 20, being enclosed by a suitable shell or cylinder 2%, to which the combustion chamber 15 is attached 21 comprises a bellcranlr lever or hammer 22, which is biased towards its firing position, in contact with the cartridge 20, bv means 01"". a suitable.

tlat spring 23. The hammer 22 is normally restrained in its: illustrated inoperative position by means of a trigger or detent 25, which is biased towards the illustrated latching position by means of a coil spring 26. firing pin 27 is loosely attached to the trigger 25 and extends a short distance be- I yond one end of the combustion chamber I The rotatable member or cylinder 17 of the transfer valve llmay be operated by means oia'handle or lever 30,. the free end of which is secured to rope or cable 31 corresponding to the customary emergency bell cord in steam railway vehicles. The cable 31 be located in any convenient position, whereby it may be operated bythe motor- .man.-tlie coi'iductor or a aassen 'er.

The relative location of parts is such that a movement of the lever towards the left, into its position b, will effect engagement of the lever with the firing pin 27.

The portion of the car-motor governing system 5 that is illustrated comprises a rod or plunger 35 that extends through theshell 24 of the emergency device and the inner end 36 of which abuts against the hammer 22. In the illustrated normal position,

cont-act disk or plate 37, that is rigidly secured to, and insulated from, the plunger 35, bridges a pair of insulated stationary contact terminals or posts 38 and 39 which are provided outside of the shell 24- with suitable securing nuts 4L0 and 41 to which the external electrical circuits are suitably connected, as about to be set forth, A coil spring 42 serves to bias the contact disk 37 to a position out of engagement with the contact terminals 38 and 39, but, normally. the hammer 22 abuts against the plunger rod 36 and maintains the circuit closed, as illustrated. v

The auxiliary or governing-circuit connece tions extend from the supply-circuit conductor Trolley through conductor 45, junc- The ill ustrated nearest tion-point 4:6, voltage-reducing resistor l7, control lingers l8 and as, which are bridged by contact segment of the customary master controller MC, for example, whence circuit continued through conductor 51, acmating; coil of the line switch LS, conductor 52, nut 40, contact posts 38, contact disk 37, contact post 39, nut 41 and conductor 53 to the negative supply-circuit conductor Ground. Thus, the actuating coil of the line switch L3) is energized whenever the master controller is thrown to an operative position, provided that the firing mechanism 21 in the emergency-braking device 3 occupies illustrated position.

W hen the line switch LS is closed, a main circuit is established from the junction point 46,. through conductor 54, line switch lit and conductor 55 to the propulsion motors, will be understood.

The operation of the illustrated apparatus may beset forth as follows Whenever an emergency braking action is desired, by reason of failure of the supply-circuit voltage or air-pressure, the cable 31 is pulled, whereby the lever 30 is actuated to position b and strikes the firing pin 27 to release the trigger 25 and allow'the spring 23 to force the hammer 22 to impinge upon the cap oi? the cartridge 20. The resulting explosive eti'ect or fluid pressure is conveyed through the pipe 16, the transfer valve 14:

and the delivery pipe 12 to the brake-cylinder 6. The movement of the valve lever 30, prior to firing, the cartridge, rotates the valve cylinder 17 into its emergency position, whereby the above-mentioned communications between the pipes 16 and 12' is established, and, moreover, the normal com-- munication of the delivery pipe 12 with the remainder of the usual braking system is interrupted. Consequently, the full effect of the explosive action is transmitted into the brake-cylinder 6, whereby the piston 7 is actuated towards the left to apply the vchicle brakes in the customary manner.

To release. the brakes, the valve lever30 may be returned to its illustrated normal po sition a in any suitable manner, such as by an additional cable 'or by direct manual operation. The vehicle is thenin condition for permitting the use of the normal brakingsystennwvhile, by placing another cartrid e in the combustion chamberlfi, a11- otheif"emergency, braking action maybe obtained in the above-described manner at anv desiredtime. I 5

By reason oi? the provision of the :interlocking switching device in connection with the emergency braking device, it is impossible to start the vehicle unless the normal braking power is available and the firing mechanism 21 has been reset. This function 15 provided since, whenever the firing mechanism 21 has been tripped by actuating mosa tion may be completed only by resetting the firin mechanism 21 to the illustrated )osin c tion, which means that the valve lever 30 has been actuated to its normal position a. Consequently, normal braking power is available whenever electric power is available. f

Although this interlocking function is valuable, even though the line switch LS is of the solenoid type, still further protection is providedinthe caseuof pneumaticallyoperated line switch, since not only is impossible to energize the switching coil unless the emergency braking mechanism has been reset but, furtl'iermore,-the switch cannotbe closed unless a predetermined degree of fluid pressure is available whichis sufficient to provide reliable braking opera; tion 01": the vehicle.

The resetting of the firing mechanism 21 and the replacement ot'the cartridge 20 will be understood without detailed description. The biasing spring 26 serves to return-the hammer 22 and, therefore, the contact disk 37, to the illustrated normal positions as soon as the valve lever 30 is moved out of engagement with the firing pin 27, and the empty shell of the exploded cartridge may then be readily removed through the opening provided in the shell 24, whereupon a new cartridge may be inserted in place to prepare the system for the next emergency braking operation.

I do not wish to be restricted to the specific structural details or arrangement of parts herein set forth, as various modifications thereof may be effected without departing invention. I desire, therefore, that only such limitations shall be imposed as are indicated in the appended claims.

I claim as my invention:

1. The combination with a braking system including a brake-cylinder, of means tor effecting an explosive action, and means for conveying the effects of such action directly into said brake-cylinder to alone etiect a braking operation.

The combination with a braking system including a brake-cylinder and a piston, of means "for rendering said piston directly operative by explosive action thereupon.

3. The combination with a-braking system including a brake-cylinder, of an ex-- plosive charge, and means for directing the explosive force oi. said charge into said cylinder.

l The combination with a braking system from the spirit and scope of myincluding a brake-cylinder and piston, of a braking-system member operatively attached to said piston, and explosive means tor actingdirectly upon said piston tomove said member toan active position.

5. The combination with a braking system including a brake-cylinder :and piston, of explosive means for alone actuating said piston. r

6. The combination with a braking system including a brake-cylinderand piston, of a pressure chamber communicating with said cylinder, a cartridge located insaid chamvber, and means for firingsaid cartridge to effect movement of saidpiston.

7, The combination with a braking systemincluding a brake-cylinder and piston, of a pressure chamber communicating with said cylinder, a cartridge locatedin said chant her, and remote-control means for firing said cartridge to efiect braking movement of; said piston.

8. The combination with a braking system 7 including a brakeecylinder and piston, or a pressure chamber, a cartridge. located in i said chamber, valve means for normally effooting communicat on of sa d cylinder with the remainder of the usual braking system,

and means for actuatingsaid valve means to said cartridge and-to substitute communication between said cylinder and said pressure chamber for the first-named communication. I

9. The combination with a braking system including a brake-cylinder and piston. of a pressure chamber, a oartrldge' located in said chamber, and remote-control means for firing said cartridge and effecting communication of said pressure chamber with said brake cylinder. l

10. The combination with a braking system including a piston and a co-oper'ating brake cylinder normally communicating with the remainder of the system, of a pressure chambena cartridge located in said chamber, and remote-control means for fir-' ing said cartridge, effecting communication between said pressure chamber and said brake-cylinder, and interrupting said normal communication.

11. In a vehicle, the combination with an.

electric governing system and a braking system including a brake-cylinder and piston, of means for rendering said piston operative by explosive action, and means for preventing the operation of said governing system unless the braking system is in an operative condition.

12. In a vehicle, the combination with a motor governing system and a braking system, of explosive means for operating the braking system, and means dependent upon the condition of said braking system for controlling said motor governing system".

13. In a vehicle, the combination with an electric I overning system and abraliing sys L-Gl'l'l inclu a brake cylinder and piston,

a braking-systcn'i member operatively attached to said piston, explosive means for acting upon the piston to move said member to an active position and means dependent upon the re teration of normal conditions in the braking system for permitting hirtlier operation of said electrical governing system.

"@fliliilg seid electrical governcombination with an in a tlre electric governing system and a braking system including a bralre cylinder and pisa pressure chamber communicating said chamber, rieans for firing said cartridge to eiiect movement of seidpiston, and means dependent'upon the resetting of said firing means for rendering further operation of the electrical governing system possible.

16. In. a vehicle, the combinationwith an with said cylinder a cartridge located in electric governing system and abraking system including a b a-lre cylinder and piston, of a pressure chamber, a cartridge located id chamber, valve means for normally en cting communication 01 saidcylinder with the remainder of the usualbraking sysrem means for actuating said valve means to tire said cartridge and to substitute communication between said cylinder and said pressure chanber for the first-named communication and switching means responsive to the position of said valve means for controlling said electrical governing system 17. In a vehicle the combination with an -,lect1ric governing system and a braking system including a brake cylinder and preton 7 witn e remainder of the system, of apressure chamber, a cartridge located in said chamber, remote-control means for firing said cartridge, effecting communication beshid cylinder normally communicating tween said pressure chamber and said brakecylinder, and interrupting said normal commun cation and switching means for preventing tlic energization of said electrical governing system unless said remote-control means occupies its normal or reset position.

In testimony whereofl-I have hereunto subscribed my name this 27th day of Oct,

KARL A; SIMMON. 

